CA2954083C - Pressure wave supercharger - Google Patents
Pressure wave supercharger Download PDFInfo
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- CA2954083C CA2954083C CA2954083A CA2954083A CA2954083C CA 2954083 C CA2954083 C CA 2954083C CA 2954083 A CA2954083 A CA 2954083A CA 2954083 A CA2954083 A CA 2954083A CA 2954083 C CA2954083 C CA 2954083C
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- cell rotor
- rotor
- cell
- pressure wave
- wave supercharger
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/32—Engines with pumps other than of reciprocating-piston type
- F02B33/42—Engines with pumps other than of reciprocating-piston type with driven apparatus for immediate conversion of combustion gas pressure into pressure of fresh charge, e.g. with cell-type pressure exchangers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/005—Cooling of pump drives
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/14—Lubrication of pumps; Safety measures therefor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04F—PUMPING OF FLUID BY DIRECT CONTACT OF ANOTHER FLUID OR BY USING INERTIA OF FLUID TO BE PUMPED; SIPHONS
- F04F13/00—Pressure exchangers
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Supercharger (AREA)
Abstract
A pressure wave supercharger (1) for compressing fresh air (2a) for an internal combustion engine, comprising a cold gas housing (6), a hot gas housing (7), and a rotor casing (11) which is arranged therebetween and inside which a rotatable cell rotor (8) is disposed; the hot gas housing (7) comprises a high-pressure exhaust gas duct (4) and a low-pressure exhaust gas duct (5), while the cold gas housing (6) comprises a fresh air duct (2) and a charge air duct (3); the high-pressure exhaust gas duct (4), the low-pressure exhaust gas duct (5), the fresh air duct (2) and the charge air duct (3) are fluidically connected to the cell rotor (8); the cold gas housing (6) comprises a cell rotor bearing (14), the cell rotor (8) is connected to a rotor shaft (12) that is mounted in the cell rotor bearing (14), and the cell rotor (8) is split in the direction in which the rotor shaft (12) extends and comprises at least one first cell rotor part (8a) and a second cell rotor part (8b).
Description
PRESSURE WAVE SUPERCHARGER
Description The invention relates to a pressure wave supercharger.
Prior art In the case of vehicles operated by means of internal combustion engines, legislation requires increasingly lower pollutant emissions and, in particular, low fuel consumption. Here, the process of converting fuel energy into mechanical energy is subject to the ideal Carnot process, with the result that the efficiency of an internal combustion engine is limited to a maximum of about 40%-. The remaining energy contained in the fuel is discharged as lost heat via the engine block of the internal combustion engine or via the exhaust gas.
In order to further increase the efficiency of internal combustion engines, internal combustion engines are pressure-charged. In this process, the induced fresh air required for the combustion process is compressed, with the result that a higher volumetric efficiency of the cylinder is achieved during a charge exchange process. The higher proportion of fresh air in the cylinder charge allows a higher feed, e.g. injection of fuel, and thus an increase in the combustion capacity per combustion stroke for the same friction power of the internal combustion engine. This increases the effective power of the internal combustion engine, and therefore it is possible to use an engine with a smaller displacement for the same available power and thus to lower fuel consumption and CO2 emissions.
A pressure wave supercharger is particularly suitable as a compressor for supercharging an internal combustion engine. The pressure wave supercharger of the kind known from document EP0235609A1, for example, uses the energy of the exhaust gas flow, while being in
Description The invention relates to a pressure wave supercharger.
Prior art In the case of vehicles operated by means of internal combustion engines, legislation requires increasingly lower pollutant emissions and, in particular, low fuel consumption. Here, the process of converting fuel energy into mechanical energy is subject to the ideal Carnot process, with the result that the efficiency of an internal combustion engine is limited to a maximum of about 40%-. The remaining energy contained in the fuel is discharged as lost heat via the engine block of the internal combustion engine or via the exhaust gas.
In order to further increase the efficiency of internal combustion engines, internal combustion engines are pressure-charged. In this process, the induced fresh air required for the combustion process is compressed, with the result that a higher volumetric efficiency of the cylinder is achieved during a charge exchange process. The higher proportion of fresh air in the cylinder charge allows a higher feed, e.g. injection of fuel, and thus an increase in the combustion capacity per combustion stroke for the same friction power of the internal combustion engine. This increases the effective power of the internal combustion engine, and therefore it is possible to use an engine with a smaller displacement for the same available power and thus to lower fuel consumption and CO2 emissions.
A pressure wave supercharger is particularly suitable as a compressor for supercharging an internal combustion engine. The pressure wave supercharger of the kind known from document EP0235609A1, for example, uses the energy of the exhaust gas flow, while being in
- 2 -direct gas contact, to compress the induced fresh air and, in the most common design, is constructed with a rotating cell rotor. To achieve an effective increase in the efficiency of the internal combustion engine, it is of central importance that the supercharging process by means of the pressure wave supercharger should likewise take place with a high efficiency.
Known pressure wave superchargers have the disadvantage that the gap between the rotating cell rotor and the fixed parts is of relatively large design in order to avoid mechanical damage to the rotating cell rotor during the operation of the pressure wave supercharger. This relatively large gap results in a reduced efficiency, both during operation but in particular also during cold starting. German Laid-Open Application DE 102012101922A1 discloses a pressure wave supercharger with a reduced gap width.
The disadvantage with this device is that it has a tendency to stick, and therefore a reduction in the gap width is no longer possible after the occurrence of sticking.
Description of the invention It is an object of the invention to form a pressure wave supercharger with an increased efficiency.
In accordance with a general embodiment, there is provided a pressure wave supercharger for compressing fresh air for an internal combustion engine, the pressure wave surcharger comprising a cold gas housing, a hot gas housing, and a rotor casing, which is arranged therebetween, wherein a rotatable cell rotor has a direction of extent and is arranged within the rotor casing, wherein the cell rotor has a plurality of rotors cells, which extend in the direction of extent of the cell rotor and form a fluidic connection, and wherein the hot gas housing comprises a high-pressure exhaust duct and a low-pressure exhaust duct, and wherein the cold gas housing comprises a fresh air duct and a charge air duct, and wherein the high-pressure exhaust duct, the Date Recue/Date Received 2020-08-28 - 2a -low-pressure exhaust duct, the fresh air duct and the charge air duct are fluidically connected to the cell rotor, wherein the cold gas housing comprises a cell rotor bearing, wherein the cell rotor is connected to a rotor shaft having a direction of extent, wherein the rotor shaft is mounted in the cell rotor bearing, and wherein the cell rotor is divided in the direction of extent of the rotor shaft and comprises at least one first cell rotor part and one second cell rotor part, wherein the first and the second cell rotor parts are spaced apart in the direction of extent of the rotor shaft, forming a gap, and wherein the gap is open, with the result that, from the first cell rotor part to the second cell rotor part, successive rotor cells in the direction of extent of the rotor shaft are fluidically connected to one another via the open gap.
Other possible aspect(s), object(s), embodiment(s), variant(s) and/or advantage(s) of the present invention, all being preferred and/or optional, are briefly summarized hereinbelow.
For instance, the disclosure relates to a pressure wave supercharger for compressing fresh air for an internal combustion engine, comprising a cold gas housing, a hot gas housing, and a rotor casing, which is arranged therebetween, wherein a rotatable cell rotor is arranged within the rotor casing, wherein Date Recue/Date Received 2020-08-28
Known pressure wave superchargers have the disadvantage that the gap between the rotating cell rotor and the fixed parts is of relatively large design in order to avoid mechanical damage to the rotating cell rotor during the operation of the pressure wave supercharger. This relatively large gap results in a reduced efficiency, both during operation but in particular also during cold starting. German Laid-Open Application DE 102012101922A1 discloses a pressure wave supercharger with a reduced gap width.
The disadvantage with this device is that it has a tendency to stick, and therefore a reduction in the gap width is no longer possible after the occurrence of sticking.
Description of the invention It is an object of the invention to form a pressure wave supercharger with an increased efficiency.
In accordance with a general embodiment, there is provided a pressure wave supercharger for compressing fresh air for an internal combustion engine, the pressure wave surcharger comprising a cold gas housing, a hot gas housing, and a rotor casing, which is arranged therebetween, wherein a rotatable cell rotor has a direction of extent and is arranged within the rotor casing, wherein the cell rotor has a plurality of rotors cells, which extend in the direction of extent of the cell rotor and form a fluidic connection, and wherein the hot gas housing comprises a high-pressure exhaust duct and a low-pressure exhaust duct, and wherein the cold gas housing comprises a fresh air duct and a charge air duct, and wherein the high-pressure exhaust duct, the Date Recue/Date Received 2020-08-28 - 2a -low-pressure exhaust duct, the fresh air duct and the charge air duct are fluidically connected to the cell rotor, wherein the cold gas housing comprises a cell rotor bearing, wherein the cell rotor is connected to a rotor shaft having a direction of extent, wherein the rotor shaft is mounted in the cell rotor bearing, and wherein the cell rotor is divided in the direction of extent of the rotor shaft and comprises at least one first cell rotor part and one second cell rotor part, wherein the first and the second cell rotor parts are spaced apart in the direction of extent of the rotor shaft, forming a gap, and wherein the gap is open, with the result that, from the first cell rotor part to the second cell rotor part, successive rotor cells in the direction of extent of the rotor shaft are fluidically connected to one another via the open gap.
Other possible aspect(s), object(s), embodiment(s), variant(s) and/or advantage(s) of the present invention, all being preferred and/or optional, are briefly summarized hereinbelow.
For instance, the disclosure relates to a pressure wave supercharger for compressing fresh air for an internal combustion engine, comprising a cold gas housing, a hot gas housing, and a rotor casing, which is arranged therebetween, wherein a rotatable cell rotor is arranged within the rotor casing, wherein Date Recue/Date Received 2020-08-28
- 3 -the cell rotor has a plurality of rotors cells, which extend in the direction of extent of the cell rotor and form a fluidic connection, and wherein the hot gas housing comprises a high-pressure exhaust duct and a low-pressure exhaust duct, and wherein the cold gas housing comprises a fresh air duct and a charge air duct, and wherein the high-pressure exhaust duct, the low-pressure exhaust duct, the fresh air duct and the charge air duct are fluidically connected to the cell rotor, wherein the cold gas housing comprises a cell rotor bearing, wherein the cell rotor is connected to a rotor shaft, wherein the rotor shaft is mounted in the cell rotor bearing, and wherein the cell rotor is divided in the direction of extent of the rotor shaft and comprises at least one first cell rotor part and one second cell rotor part, wherein the first and the second cell rotor part are spaced apart in the direction of extent of the rotor shaft, forming a gap, and wherein the gap is open, with the result that, from the first cell rotor part to the second cell rotor part, successive rotor cells in the direction of extent of the rotor shaft are fluidically connected to one another via the open gap.
In particular, the object is furthermore achieved by means of a pressure wave supercharger for compressing fresh air for an internal combustion engine, comprising a cold gas housing, a hot gas housing, and a rotor casing, which is arranged therebetween, wherein a rotatable cell rotor is arranged within the rotor casing, and wherein the hot gas housing comprises a high-pressure exhaust duct and a low-pressure exhaust duct, and wherein the cold gas housing comprises a fresh air duct and a charge air duct, and wherein the high-pressure exhaust duct, the low-pressure exhaust duct, the fresh air duct and the charge air duct are fluidically connected to the cell rotor, wherein the cold gas housing comprises a cell rotor bearing,
In particular, the object is furthermore achieved by means of a pressure wave supercharger for compressing fresh air for an internal combustion engine, comprising a cold gas housing, a hot gas housing, and a rotor casing, which is arranged therebetween, wherein a rotatable cell rotor is arranged within the rotor casing, and wherein the hot gas housing comprises a high-pressure exhaust duct and a low-pressure exhaust duct, and wherein the cold gas housing comprises a fresh air duct and a charge air duct, and wherein the high-pressure exhaust duct, the low-pressure exhaust duct, the fresh air duct and the charge air duct are fluidically connected to the cell rotor, wherein the cold gas housing comprises a cell rotor bearing,
- 4 -wherein the cell rotor is connected to a rotor shaft, wherein the rotor shaft is mounted in the cell rotor bearing, and wherein the cell rotor is divided in the direction of extent of the rotor shaft and comprises at least one first cell rotor part and one second cell rotor part.
A pressure wave supercharger and, in particular, the cell rotor thereof must be designed in such a way that safe and reliable operation is ensured, even with high temperature fluctuations. Thus, a pressure wave supercharger is at ambient temperature when a motor vehicle is started, for example. The exhaust gas that will flow into the cell rotor from the internal combustion engine has an exhaust gas temperature of up to about 1050 C during operation in the case of gasoline engines, for example, and this results in a thermally induced expansion in the length of the cell rotor.
The pressure wave supercharger according to the invention comprises a cell rotor which is divided in the direction of extent of the rotor shaft and has at least one first cell rotor part and one second cell rotor part, with the result that a gap is formed between the first and the second cell rotor part in the direction of extent of the rotor shaft. In an advantageous embodiment, the gap has a width of at most 0.5 mm at ambient temperature. In an advantageous embodiment, the gap is arranged in the center of the cell rotor.
The cell rotor according to the invention is designed in such a way that the temperature-induced expansion in length results in the gap decreasing during heating and increasing during cooling. In a particularly advantageous embodiment, a pressure wave supercharger having a cell rotor embodied in this way has the
A pressure wave supercharger and, in particular, the cell rotor thereof must be designed in such a way that safe and reliable operation is ensured, even with high temperature fluctuations. Thus, a pressure wave supercharger is at ambient temperature when a motor vehicle is started, for example. The exhaust gas that will flow into the cell rotor from the internal combustion engine has an exhaust gas temperature of up to about 1050 C during operation in the case of gasoline engines, for example, and this results in a thermally induced expansion in the length of the cell rotor.
The pressure wave supercharger according to the invention comprises a cell rotor which is divided in the direction of extent of the rotor shaft and has at least one first cell rotor part and one second cell rotor part, with the result that a gap is formed between the first and the second cell rotor part in the direction of extent of the rotor shaft. In an advantageous embodiment, the gap has a width of at most 0.5 mm at ambient temperature. In an advantageous embodiment, the gap is arranged in the center of the cell rotor.
The cell rotor according to the invention is designed in such a way that the temperature-induced expansion in length results in the gap decreasing during heating and increasing during cooling. In a particularly advantageous embodiment, a pressure wave supercharger having a cell rotor embodied in this way has the
- 5 -characteristic that the gap between the end of the cell rotor and the end of the hot gas housing has the same gap width or substantially the same gap width, irrespective of the temperature, wherein this gap width can advantageously be kept very small, preferably being in a range of from 0.05 to 0.2 mm, preferably about 0.1 mm. This small gap width has the effect that no pressure loss or only a slight pressure loss occurs in the region between the end of the cell rotor and the end of the hot gas housing. A pressure wave supercharger 1 of this kind has good cold starting properties, for example, since the boost pressure can be built up very quickly, even when the engine is cold.
In an advantageous embodiment, the rotor shaft of the cell rotor is supported only at one end in the cold gas housing, by a first bearing. Such an arrangement is also referred to as cantilever mounting of the cell rotor. In another advantageous embodiment, the rotor shaft is supported at both ends, both in the cold gas housing and by a second bearing in the hot gas housing.
In another advantageous embodiment, the cell rotor comprises a multiplicity of cell rotor parts, which are arranged in succession in the longitudinal direction, e.g. in the range of from 3 to 30 cell rotor parts, wherein adjacently arranged cell rotor parts are preferably spaced apart by means of a gap. However, the gap can also be made so narrow that adjacently arranged cell rotor parts touch one another, especially in the hot state. The first cell rotor part, that adjacent to the hot gas housing, is composed of a metal of high hot strength, preferably a heat-resistant steel. The subsequent cell rotor parts no longer require such a high hot strength, and therefore these cell rotor parts could also be composed of a plastic, for example.
In an advantageous embodiment, the rotor shaft of the cell rotor is supported only at one end in the cold gas housing, by a first bearing. Such an arrangement is also referred to as cantilever mounting of the cell rotor. In another advantageous embodiment, the rotor shaft is supported at both ends, both in the cold gas housing and by a second bearing in the hot gas housing.
In another advantageous embodiment, the cell rotor comprises a multiplicity of cell rotor parts, which are arranged in succession in the longitudinal direction, e.g. in the range of from 3 to 30 cell rotor parts, wherein adjacently arranged cell rotor parts are preferably spaced apart by means of a gap. However, the gap can also be made so narrow that adjacently arranged cell rotor parts touch one another, especially in the hot state. The first cell rotor part, that adjacent to the hot gas housing, is composed of a metal of high hot strength, preferably a heat-resistant steel. The subsequent cell rotor parts no longer require such a high hot strength, and therefore these cell rotor parts could also be composed of a plastic, for example.
- 6 -In another advantageous embodiment, the pressure wave supercharger comprises a heat exchanger, which is arranged and embodied in such a way that it cools at least the second bearing for the cell rotor, said second bearing being arranged in the hot gas housing.
In a particularly advantageous embodiment, the high-pressure exhaust gas flow flowing in from the internal combustion engine is furthermore cooled in the hot gas housing. The cooling of the inf lowing exhaust gas flow in the hot gas housing has the effect that the hot gas housing has a relatively low temperature and that the exhaust gas flow flows into the cell rotor at a relatively low temperature, and therefore the cell rotor also has a relatively low operating temperature.
This has the effect that both the hot gas housing and the cell rotor undergo less expansion during heating and less contraction during cooling. Cooling makes it possible to arrange a second bearing for the cell rotor in the hot gas housing. As a result, it is possible to support the cell rotor in the second bearing, with the result that the end of the cell rotor has a defined position and, as a result, the gap between the end of the cell rotor and the end of the hot gas housing can be kept small. In the most advantageous embodiment, the cell rotor is supported on both sides, in a second bearing in the hot gas housing and in a first bearing in the cold gas housing. In an advantageous embodiment, the first bearing and/or the second bearing are furthermore lubricated, in particular oil-lubricated or grease-lubricated. The bilateral support for the cell rotor makes it possible to dispense with the previously known cantilevered support of the cell rotor, which had the disadvantage that there was a trumpet-shaped deformation of the rotor at high temperatures and speeds of rotation.
The pressure wave supercharger according to the invention has the advantage that trumpet-shaped ,
In a particularly advantageous embodiment, the high-pressure exhaust gas flow flowing in from the internal combustion engine is furthermore cooled in the hot gas housing. The cooling of the inf lowing exhaust gas flow in the hot gas housing has the effect that the hot gas housing has a relatively low temperature and that the exhaust gas flow flows into the cell rotor at a relatively low temperature, and therefore the cell rotor also has a relatively low operating temperature.
This has the effect that both the hot gas housing and the cell rotor undergo less expansion during heating and less contraction during cooling. Cooling makes it possible to arrange a second bearing for the cell rotor in the hot gas housing. As a result, it is possible to support the cell rotor in the second bearing, with the result that the end of the cell rotor has a defined position and, as a result, the gap between the end of the cell rotor and the end of the hot gas housing can be kept small. In the most advantageous embodiment, the cell rotor is supported on both sides, in a second bearing in the hot gas housing and in a first bearing in the cold gas housing. In an advantageous embodiment, the first bearing and/or the second bearing are furthermore lubricated, in particular oil-lubricated or grease-lubricated. The bilateral support for the cell rotor makes it possible to dispense with the previously known cantilevered support of the cell rotor, which had the disadvantage that there was a trumpet-shaped deformation of the rotor at high temperatures and speeds of rotation.
The pressure wave supercharger according to the invention has the advantage that trumpet-shaped ,
- 7 - PCT/EP2015/066983 deformation of the cell rotor no longer occurs or hardly occurs. The pressure wave supercharger according to the invention has the advantage that the cold clearance between the cell rotor and the hot gas housing can be kept extremely small, and the gap width is preferably in a range of from 0.05 to 0.2 mm, preferably about 0.1 mm. By virtue of this small gap width, the pressure wave supercharger according to the invention has the advantage that the cold starting properties are significantly improved since the pressure wave supercharger can produce a sufficiently high boost pressure even during the cold starting phase by virtue of the small gap width. The pressure wave supercharger according to the invention produces a sufficiently high boost pressure even at a temperature in the region of about 200 C, for example.
In an advantageous embodiment, the cooling capacity of the heat exchanger is controlled in such a way that cooling is performed with only a low cooling capacity or not at all during cold starting to ensure that the pressure wave supercharger reaches the required operating temperature of, for example, about 200 C in the shortest time possible. Above a certain operating temperature, e.g. above 300 C, the cooling capacity is increased in order to cool the inflowing exhaust gas.
In a particularly advantageous embodiment, the heat exchanger is furthermore designed in such a way that it also cools the exhaust gas flow flowing out of the pressure wave supercharger, preferably by cooling the low-pressure exhaust duct.
The pressure wave supercharger according to the invention has the further advantage that afterignition of unburnt hydrocarbons in the exhaust system no longer occurs or occurs hardly at all since the temperature of the exhaust gas flow fed to the exhaust system and
In an advantageous embodiment, the cooling capacity of the heat exchanger is controlled in such a way that cooling is performed with only a low cooling capacity or not at all during cold starting to ensure that the pressure wave supercharger reaches the required operating temperature of, for example, about 200 C in the shortest time possible. Above a certain operating temperature, e.g. above 300 C, the cooling capacity is increased in order to cool the inflowing exhaust gas.
In a particularly advantageous embodiment, the heat exchanger is furthermore designed in such a way that it also cools the exhaust gas flow flowing out of the pressure wave supercharger, preferably by cooling the low-pressure exhaust duct.
The pressure wave supercharger according to the invention has the further advantage that afterignition of unburnt hydrocarbons in the exhaust system no longer occurs or occurs hardly at all since the temperature of the exhaust gas flow fed to the exhaust system and
- 8 -preferably also the temperature of the hot gas housing is significantly reduced. Thus, the exhaust gas flow leaving the hot gas housing can have a temperature of about 700 C or a temperature of below 700 C, for example. The hot gas housing can have a temperature of about 120 C at the surface, for example. The heat exchanger is advantageously designed as ducts which extend in the hot gas housing and through which water flows as a cooling medium. A heat exchanger designed in this way is particularly suitable for cooling the hot gas housing, and therefore it is possible to form the hot gas housing from aluminum, an aluminum alloy or a light metal alloy, for example. During operation, a hot gas housing manufactured from such a metal does not suffer any thermal damage since the metal exhibits high heat conduction and the hot gas housing is cooled in such a way that no overheating occurs.
The pressure wave supercharger according to the invention furthermore has the advantage that the volume flow of the exhaust gas is reduced by the cooling of the exhaust gas flow, which has the effect that either the dimensions of the exhaust lines in the pressure wave supercharger can be reduced or that an existing pressure wave supercharger can be operated at an increased exhaust gas delivery capacity.
The pressure wave supercharger according to the invention furthermore has the advantage that it can be constructed with less temperature-stable materials and thus with more advantageous materials, especially the hot gas housing and the cold gas housing but also the cell rotor. In a particularly advantageous embodiment, at least the hot gas housing is made from aluminum, an aluminum alloy or some other light metal alloy in order to form a hot gas housing which is lighter in weight and in order preferably to form a hot gas housing with increased thermal conductivity. A pressure wave
The pressure wave supercharger according to the invention furthermore has the advantage that the volume flow of the exhaust gas is reduced by the cooling of the exhaust gas flow, which has the effect that either the dimensions of the exhaust lines in the pressure wave supercharger can be reduced or that an existing pressure wave supercharger can be operated at an increased exhaust gas delivery capacity.
The pressure wave supercharger according to the invention furthermore has the advantage that it can be constructed with less temperature-stable materials and thus with more advantageous materials, especially the hot gas housing and the cold gas housing but also the cell rotor. In a particularly advantageous embodiment, at least the hot gas housing is made from aluminum, an aluminum alloy or some other light metal alloy in order to form a hot gas housing which is lighter in weight and in order preferably to form a hot gas housing with increased thermal conductivity. A pressure wave
- 9 -supercharger of this kind has the advantage that it is of particularly light design and that the exhaust gas flow can be cooled in a particularly efficient manner.
A hot gas housing made from aluminum or a corresponding alloy has the advantage that aluminum heats up very quickly and therefore the pressure wave supercharger reaches the required operating temperature in a very short time in the case of a cold start. An internal combustion engine equipped with a pressure wave supercharger according to the invention thus has advantageous cold starting properties. This has the result that the pressure wave supercharger comes into effect very quickly after a cold start, e.g. in the case of a gasoline engine with a small displacement, resulting in better acceleration behavior and lower pollutant emissions, for example.
The heat exchanger advantageously comprises a water cooling system, in particular such that cooling ducts through which the cooling water flows are arranged in the hot gas housing.
The cell rotor is advantageously driven actively, e.g.
by a belt drive, or, in particular, by an electric motor, which is advantageously arranged in the cold gas housing.
Brief description of the drawings In the drawings used to explain the illustrative embodiments:
Figure 1 shows a longitudinal section through a pressure wave supercharger shown partially in schematic form;
Figure 2 shows a basic illustration of the gas routing in the cell rotor;
Figure 3 shows a side view of a divided cell rotor;
A hot gas housing made from aluminum or a corresponding alloy has the advantage that aluminum heats up very quickly and therefore the pressure wave supercharger reaches the required operating temperature in a very short time in the case of a cold start. An internal combustion engine equipped with a pressure wave supercharger according to the invention thus has advantageous cold starting properties. This has the result that the pressure wave supercharger comes into effect very quickly after a cold start, e.g. in the case of a gasoline engine with a small displacement, resulting in better acceleration behavior and lower pollutant emissions, for example.
The heat exchanger advantageously comprises a water cooling system, in particular such that cooling ducts through which the cooling water flows are arranged in the hot gas housing.
The cell rotor is advantageously driven actively, e.g.
by a belt drive, or, in particular, by an electric motor, which is advantageously arranged in the cold gas housing.
Brief description of the drawings In the drawings used to explain the illustrative embodiments:
Figure 1 shows a longitudinal section through a pressure wave supercharger shown partially in schematic form;
Figure 2 shows a basic illustration of the gas routing in the cell rotor;
Figure 3 shows a side view of a divided cell rotor;
- 10 -Figure 4 shows a longitudinal section through a divided cell rotor;
Figure 5 shows a longitudinal section through another illustrative embodiment of a divided cell rotor;
Figure 6 shows a longitudinal section through another illustrative embodiment of a divided cell rotor;
Figure 7 shows a longitudinal section through another illustrative embodiment of a pressure wave supercharger, shown partially in schematic form;
Figure 8 shows a front view of a hot gas housing;
Figure 9 shows a side view of a pressure wave supercharger;
Figure 10 shows a section through the pressure wave supercharger along section line A-A shown in figure 9;
Figure 11 shows a longitudinal section through another Illustrative embodiment of a pressure wave supercharger;
Figure 12 shows a perspective view of the front side of a cell rotor;
Figure 13 shows a perspective view of the rear side of a cell rotor;
Figure 14 shows a longitudinal section through another illustrative embodiment of a divided cell rotor.
In principle, identical parts are provided with identical reference signs in the drawings.
Embodiments of the invention Figure 1 shows, partially in schematic form, a pressure wave supercharger I for compressing fresh air 2a for an internal combustion engine (not shown), to which compressed fresh air, also referred to as charge air
Figure 5 shows a longitudinal section through another illustrative embodiment of a divided cell rotor;
Figure 6 shows a longitudinal section through another illustrative embodiment of a divided cell rotor;
Figure 7 shows a longitudinal section through another illustrative embodiment of a pressure wave supercharger, shown partially in schematic form;
Figure 8 shows a front view of a hot gas housing;
Figure 9 shows a side view of a pressure wave supercharger;
Figure 10 shows a section through the pressure wave supercharger along section line A-A shown in figure 9;
Figure 11 shows a longitudinal section through another Illustrative embodiment of a pressure wave supercharger;
Figure 12 shows a perspective view of the front side of a cell rotor;
Figure 13 shows a perspective view of the rear side of a cell rotor;
Figure 14 shows a longitudinal section through another illustrative embodiment of a divided cell rotor.
In principle, identical parts are provided with identical reference signs in the drawings.
Embodiments of the invention Figure 1 shows, partially in schematic form, a pressure wave supercharger I for compressing fresh air 2a for an internal combustion engine (not shown), to which compressed fresh air, also referred to as charge air
- 11 -3a, is fed. The pressure wave supercharger 1 comprises a cold gas housing 6, a hot gas housing 7, and a rotor casing 11, which is arranged therebetween, wherein a rotatable cell rotor 8 is arranged within the rotor casing 11. The cell rotor 8 comprises a first and a second cell rotor part 8a, 8b, which are spaced apart, forming a gap 18. The cell rotor 8 comprises a rotor shaft 12 or is connected to a rotor shaft 12, which is rotatably mounted at the two ends in a second and a first bearing 13, 14, respectively. The second bearing 13 is arranged in the hot gas housing 7, whereas the first bearing 14 is arranged in the cold gas housing 6.
The hot gas housing 7 comprises a high-pressure exhaust duct 4 and a low-pressure exhaust duct 5, wherein the high-pressure exhaust gas flow 4a flowing in from the engine is fed to the high-pressure exhaust duct 4, and wherein the low-pressure exhaust gas flow 5a flowing out of the low-pressure exhaust duct 5 is passed to an exhaust. The cold gas housing 6 comprises a fresh air duct 2 and a charge air duct 3. In another embodiment, the cold gas housing 6 could also comprise a plurality of fresh air ducts 2 and a plurality of charge air ducts 3, preferably two in each case. In another embodiment, the hot gas housing 7 could also comprise a plurality of high-pressure exhaust ducts 4 and a plurality of low-pressure exhaust ducts 5, preferably two in each case. The high-pressure exhaust duct 4, the low-pressure exhaust duct 5, the fresh air duct 2 and the charge air duct 3 are fluidically connected to the cell rotor 8 in the arrangement, which is conventional for a pressure wave supercharger but is shown only schematically, wherein the cell rotor 8 comprises rotor cells 10, which form a fluidic connection that is continuous in the direction of extent of the cell rotor 8 and extends from the first end 8c to the second end 8d of the cell rotor 8 in order to compress the induced fresh air 2a with the aid of the high-pressure exhaust gas flow 4a and feed it as charge air 3a to the
The hot gas housing 7 comprises a high-pressure exhaust duct 4 and a low-pressure exhaust duct 5, wherein the high-pressure exhaust gas flow 4a flowing in from the engine is fed to the high-pressure exhaust duct 4, and wherein the low-pressure exhaust gas flow 5a flowing out of the low-pressure exhaust duct 5 is passed to an exhaust. The cold gas housing 6 comprises a fresh air duct 2 and a charge air duct 3. In another embodiment, the cold gas housing 6 could also comprise a plurality of fresh air ducts 2 and a plurality of charge air ducts 3, preferably two in each case. In another embodiment, the hot gas housing 7 could also comprise a plurality of high-pressure exhaust ducts 4 and a plurality of low-pressure exhaust ducts 5, preferably two in each case. The high-pressure exhaust duct 4, the low-pressure exhaust duct 5, the fresh air duct 2 and the charge air duct 3 are fluidically connected to the cell rotor 8 in the arrangement, which is conventional for a pressure wave supercharger but is shown only schematically, wherein the cell rotor 8 comprises rotor cells 10, which form a fluidic connection that is continuous in the direction of extent of the cell rotor 8 and extends from the first end 8c to the second end 8d of the cell rotor 8 in order to compress the induced fresh air 2a with the aid of the high-pressure exhaust gas flow 4a and feed it as charge air 3a to the
- 12 -internal combustion engine. At the end 7f facing the cell rotor 8, the hot gas housing 7 has an inlet opening 7h and an outlet opening 7g. Between this end 7f and the cell rotor 8, there is a gap 16. Gap 16 preferably has a width in a range of from 0.05 to 0.2 mm and, in particular, a width of about 0.1 mm. At the end 6c facing the cell rotor 8, the cold gas housing 6 has an inlet opening 6d and an outlet opening 6e.
Between this end 6c and the cell rotor 8 there is a gap 17. The cell rotor 8 has a cell rotor outer wall 8e, which delimits the rotor cells 10.
The hot gas housing 7 comprises a heat exchanger 7c (illustrated in partially schematic form), wherein the heat exchanger 7c is designed in such a way that at least the second bearing 13 is cooled. The hot gas housing 7 advantageously comprises a bearing seat wall 7n, which, on the side facing the second bearing 13, is designed as a bearing seat 7o for the second bearing
Between this end 6c and the cell rotor 8 there is a gap 17. The cell rotor 8 has a cell rotor outer wall 8e, which delimits the rotor cells 10.
The hot gas housing 7 comprises a heat exchanger 7c (illustrated in partially schematic form), wherein the heat exchanger 7c is designed in such a way that at least the second bearing 13 is cooled. The hot gas housing 7 advantageously comprises a bearing seat wall 7n, which, on the side facing the second bearing 13, is designed as a bearing seat 7o for the second bearing
13, wherein the second bearing 13 is arranged in the bearing seat 70, and wherein, on the side facing away from the second bearing 13, the bearing seat wall 7n forms part of a cooling duct outer wall 7p of a cooling duct 7d of the heat exchanger 7c.
The heat exchanger 7c is particularly advantageously designed in such a way that the high-pressure exhaust duct 4 can also be cooled, and hence the high-pressure exhaust gas flow 4a flowing through the high-pressure exhaust duct 4 is cooled. The heat exchanger 7c advantageously comprises a cooling duct 7e, which completely surrounds the high-pressure exhaust duct 4, at least along a cooling section 4b, with the result that the outer wall of the high-pressure exhaust duct 4 simultaneously forms part of the cooling duct outer wall 7p.
The cooling flow is preferably guided in the heat exchanger 7c in such a way that the coolant first of all cools the second bearing 13 and is then fed to the high-pressure exhaust duct 4 in order to cool the latter. The coolant preferably flows in cooling ducts which are situated in the outer wall of the high-pressure exhaust duct 4. In another advantageous embodiment, the heat exchanger 7c is embodied in such a way that the low-pressure exhaust duct 5 can furthermore also be cooled, with the result that the low-pressure exhaust gas flow 5a flowing through said duct is cooled. Water is preferably used as the coolant. In an advantageous embodiment, the cooling ducts are connected to the water circuit of an internal combustion engine, and therefore said circuit delivers the cooling water and effects circulation. In the illustrative embodiment shown, the rotor shaft 12 is driven by an electric motor 15 arranged in the cold gas housing 6. The rotor shaft 12 could also be driven by a belt drive, for example.
In an advantageous embodiment, a sensor 21 is arranged in the pressure wave supercharger 1 for the purpose of detecting the temperature of the high-pressure exhaust gas flow 4a, the temperature of the low-pressure exhaust gas flow 5a, or a variable connected therewith, wherein the sensor 21 is connected for signal transmission to a control device 23. The heat exchanger 7c is fluidically connected to a heat dissipation device (not shown), with the result that a water circuit is formed, which also includes a circulating pump (not shown). In a preferred embodiment, the circulating pump can be controlled by the control device 23, thus allowing the cooling capacity of the heat exchanger 7c to be controlled, preferably as a function of a temperature measured by the sensor 21.
The heat exchanger 7c is particularly advantageously designed in such a way that the high-pressure exhaust duct 4 can also be cooled, and hence the high-pressure exhaust gas flow 4a flowing through the high-pressure exhaust duct 4 is cooled. The heat exchanger 7c advantageously comprises a cooling duct 7e, which completely surrounds the high-pressure exhaust duct 4, at least along a cooling section 4b, with the result that the outer wall of the high-pressure exhaust duct 4 simultaneously forms part of the cooling duct outer wall 7p.
The cooling flow is preferably guided in the heat exchanger 7c in such a way that the coolant first of all cools the second bearing 13 and is then fed to the high-pressure exhaust duct 4 in order to cool the latter. The coolant preferably flows in cooling ducts which are situated in the outer wall of the high-pressure exhaust duct 4. In another advantageous embodiment, the heat exchanger 7c is embodied in such a way that the low-pressure exhaust duct 5 can furthermore also be cooled, with the result that the low-pressure exhaust gas flow 5a flowing through said duct is cooled. Water is preferably used as the coolant. In an advantageous embodiment, the cooling ducts are connected to the water circuit of an internal combustion engine, and therefore said circuit delivers the cooling water and effects circulation. In the illustrative embodiment shown, the rotor shaft 12 is driven by an electric motor 15 arranged in the cold gas housing 6. The rotor shaft 12 could also be driven by a belt drive, for example.
In an advantageous embodiment, a sensor 21 is arranged in the pressure wave supercharger 1 for the purpose of detecting the temperature of the high-pressure exhaust gas flow 4a, the temperature of the low-pressure exhaust gas flow 5a, or a variable connected therewith, wherein the sensor 21 is connected for signal transmission to a control device 23. The heat exchanger 7c is fluidically connected to a heat dissipation device (not shown), with the result that a water circuit is formed, which also includes a circulating pump (not shown). In a preferred embodiment, the circulating pump can be controlled by the control device 23, thus allowing the cooling capacity of the heat exchanger 7c to be controlled, preferably as a function of a temperature measured by the sensor 21.
- 14 -In an advantageous method, there is no cooling or only reduced cooling of the heat exchanger 7c during a cold start, and therefore there is no cooling or only reduced cooling during an initial starting phase Si until the pressure wave supercharger 1, in particular the high-pressure exhaust gas flow or the low-pressure exhaust gas flow, has a minimum temperature TIran, and the cooling capacity of the heat exchanger 7c is then increased. This method has the advantage that the pressure wave supercharger is heated up quickly during the cold start and therefore quickly produces the required compression power. In another advantageous method, the cooling capacity of the heat exchanger during a cold start is reduced in a predetermined starting time period Tst, or the heat exchanger 7c is switched off, and the cooling capacity of the heat exchanger 7c is increased on expiry of the starting time period Tst.
Figure 2 shows, in a basic illustration, the gas routing in a pressure wave supercharger 1 having a divided cell rotor 8 having the gap 18. The cell rotor 8 is mounted so as to be rotatable in direction of rotation D. The cell rotor 8 comprises a plurality of cell walls 9, which are arranged spaced apart in direction of rotation D and which delimit rotor cells 10. The cell rotor 8 or rotor cells 10 are interrupted in the center by the gap 18 and, as shown in figure 1, end in the direction of extent at a first and a second end 8c, 8d, respectively. The rotor cells 10 are arranged in alignment with one another in the region of the gap 18 and the rotor cells 10 are of continuous design in the direction of extent of the cell rotor 8 or of the rotor shaft 12 in order to form a continuous, unhindered fluidic connection between the first and the second end 8c, 8d in the direction of extent of the cell rotor 8 or of the rotor shaft 12 to enable the pressure wave to propagate unhindered through the rotor
Figure 2 shows, in a basic illustration, the gas routing in a pressure wave supercharger 1 having a divided cell rotor 8 having the gap 18. The cell rotor 8 is mounted so as to be rotatable in direction of rotation D. The cell rotor 8 comprises a plurality of cell walls 9, which are arranged spaced apart in direction of rotation D and which delimit rotor cells 10. The cell rotor 8 or rotor cells 10 are interrupted in the center by the gap 18 and, as shown in figure 1, end in the direction of extent at a first and a second end 8c, 8d, respectively. The rotor cells 10 are arranged in alignment with one another in the region of the gap 18 and the rotor cells 10 are of continuous design in the direction of extent of the cell rotor 8 or of the rotor shaft 12 in order to form a continuous, unhindered fluidic connection between the first and the second end 8c, 8d in the direction of extent of the cell rotor 8 or of the rotor shaft 12 to enable the pressure wave to propagate unhindered through the rotor
- 15 -cells 10. Fresh air 2a drawn in through the fresh air duct 2 and the exhaust gas 4a coming from the combustion stroke through the high-pressure exhaust duct 4 flow in the rotating cell rotor 8. The induced fresh air 2a is compressed by the pressure of the exhaust gas 4a and subsequently fed to the internal combustion engine on an intake side via the charge air duct 3, and then flows into the cylinder in which a charge exchange process is taking place and is mixed there with fuel and burnt. Following this, the exhaust gas 4a is once again fed to the pressure wave supercharger 1 via the high-pressure exhaust duct 4.
After the compression of the fresh air 2a by the exhaust gas 4a, the exhaust gas 5a which is no longer required is released into a low-pressure exhaust duct 5 by the cell rotor 8 and fed to the further exhaust line.
In the hot gas housing 7 there is a high-pressure exhaust duct 4, which is fed to the cell rotor 8. Also arranged in the hot gas housing 7 is a heat exchanger 7c, which, in the illustrative embodiment shown, is embodied as water ducts 7d, which surround the high-pressure exhaust duct 4 in order to cool the inner walls thereof and in order thereby to cool the high-pressure exhaust gas flow 4a flowing through. In the illustrative embodiment shown, the heat exchanger 7c or water ducts 7d is/are part of the hot gas housing 7. In a preferred embodiment, which is not shown, the water ducts 7d are first of all routed to that region of the hot gas housing 7 in which the second bearing 13 is arranged in order first of all to cool the second bearing 13 before that part of the hot gas housing 7 which surrounds the high-pressure exhaust duct 4 is cooled. In an advantageous embodiment (not shown), a heat exchanger 7c, in particular water ducts 7d, could also be arranged in the region of the low-pressure
After the compression of the fresh air 2a by the exhaust gas 4a, the exhaust gas 5a which is no longer required is released into a low-pressure exhaust duct 5 by the cell rotor 8 and fed to the further exhaust line.
In the hot gas housing 7 there is a high-pressure exhaust duct 4, which is fed to the cell rotor 8. Also arranged in the hot gas housing 7 is a heat exchanger 7c, which, in the illustrative embodiment shown, is embodied as water ducts 7d, which surround the high-pressure exhaust duct 4 in order to cool the inner walls thereof and in order thereby to cool the high-pressure exhaust gas flow 4a flowing through. In the illustrative embodiment shown, the heat exchanger 7c or water ducts 7d is/are part of the hot gas housing 7. In a preferred embodiment, which is not shown, the water ducts 7d are first of all routed to that region of the hot gas housing 7 in which the second bearing 13 is arranged in order first of all to cool the second bearing 13 before that part of the hot gas housing 7 which surrounds the high-pressure exhaust duct 4 is cooled. In an advantageous embodiment (not shown), a heat exchanger 7c, in particular water ducts 7d, could also be arranged in the region of the low-pressure
- 16 -exhaust duct 5 in order to cool the low-pressure exhaust gas flow 5a.
Figure 3 shows a side view of a divided cell rotor 8, which is of two-part design in the direction of extent of the rotor shaft 12 and has a first cell rotor part 8a and a second cell rotor part 8b. The cell rotor parts 8a, 8b are connected to the rotor shaft 12 in such a way that they undergo an expansion movement Sc, 8d only toward the center when heated, resulting in a reduction in the gap width 18. The position of the cell rotor parts 8a, 8b on the rotor shaft 12 relative to the end Sc, 8d of the cell rotor 8 preferably does not change, and therefore a constant or substantially constant gap width 16, 17 between the end face 7f of the hot gas housing 7 and the cell rotor 8 is ensured.
Figure 4 shows a cell rotor a comprising a first cell rotor part 8a having a first bearing part 8h and a second cell rotor part 8b having a second bearing part 8i, wherein the two cell rotor parts 8a, 8b and the two bearing parts 8h, Si form a gap 18 relative to one another. The bearing parts 8h, 81 are mounted so as to be movable relative to the rotor shaft 12. The bearing parts 8h, 8i have an aperture, within which a stressed spring 28 is arranged, which pushes the two bearing parts 8h, 8i and hence the two cell rotor parts 8a, 8b away from one another, with the result that the cell rotor parts 8a, 8b almost rest by means of the ends thereof on the end 7f of the hot gas housing 7 and on the end 6c of the cold gas housing 6, respectively, with the result that only a small gap 16 is formed therebetween. Heating of the cell rotor 8 has the effect that the cell rotor parts 8a, 8b expand, with the result that gap 18 decreases. Cooling of the cell rotor 8 has the effect that gap 18 increases. The embodiment shown in figure 4 has the advantage that the gap 16 between the end 7f of the hot gas housing 7 and
Figure 3 shows a side view of a divided cell rotor 8, which is of two-part design in the direction of extent of the rotor shaft 12 and has a first cell rotor part 8a and a second cell rotor part 8b. The cell rotor parts 8a, 8b are connected to the rotor shaft 12 in such a way that they undergo an expansion movement Sc, 8d only toward the center when heated, resulting in a reduction in the gap width 18. The position of the cell rotor parts 8a, 8b on the rotor shaft 12 relative to the end Sc, 8d of the cell rotor 8 preferably does not change, and therefore a constant or substantially constant gap width 16, 17 between the end face 7f of the hot gas housing 7 and the cell rotor 8 is ensured.
Figure 4 shows a cell rotor a comprising a first cell rotor part 8a having a first bearing part 8h and a second cell rotor part 8b having a second bearing part 8i, wherein the two cell rotor parts 8a, 8b and the two bearing parts 8h, Si form a gap 18 relative to one another. The bearing parts 8h, 81 are mounted so as to be movable relative to the rotor shaft 12. The bearing parts 8h, 8i have an aperture, within which a stressed spring 28 is arranged, which pushes the two bearing parts 8h, 8i and hence the two cell rotor parts 8a, 8b away from one another, with the result that the cell rotor parts 8a, 8b almost rest by means of the ends thereof on the end 7f of the hot gas housing 7 and on the end 6c of the cold gas housing 6, respectively, with the result that only a small gap 16 is formed therebetween. Heating of the cell rotor 8 has the effect that the cell rotor parts 8a, 8b expand, with the result that gap 18 decreases. Cooling of the cell rotor 8 has the effect that gap 18 increases. The embodiment shown in figure 4 has the advantage that the gap 16 between the end 7f of the hot gas housing 7 and
- 17 -the first cell rotor part 8a remains constant or substantially constant, irrespective of the temperature of the cell rotor part 8a, since the change in the length of the cell rotor part 8a owing to the heating has an effect in respect of the width of gap 18.
In an advantageous embodiment, the first cell rotor part 8a is composed of a material which is more resistant to heat than the second cell rotor part 8b, being composed of steel or cast iron, for example.
During the operation of the pressure wave supercharger 1, the first cell rotor part ea could have a temperature of about 800 C, for example, whereas the second cell rotor part 8b has a temperature of only about 200 C. Gap 18 prevents continuous heat conduction in the direction of extent of the cell rotor 8, with the result that the cell rotor parts 8a, 8b can have widely differing temperatures. It is therefore also possible to manufacture the second cell rotor part 8b from a material of reduced heat resistance, even from a plastic, for example. A cell rotor 18 of this kind is less expensive and preferably also lighter.
Figure 5 shows another illustrative embodiment of a cell rotor 8, wherein this rotor, in contrast to the illustrative embodiment shown in figure 4, has stops 12c, 12d, which are connected in a fixed manner to the rotor 12, with the result that the maximum possible displacement of the two cell rotor parts 8a, 8b in the direction of extent of the rotor 12 is limited by the stops 12c, 12d. In one possible illustrative embodiment, the two cell rotor parts 8a, 8b could have end sections toward gap 18 which overlap one another in the direction of extent of the rotor 12 and thereby form a seal. This seal could be embodied as a labyrinth seal, for example. All the illustrative embodiments shown of cell rotors 8 which are shown herein could be embodied in this way. As an alternative, as shown in
In an advantageous embodiment, the first cell rotor part 8a is composed of a material which is more resistant to heat than the second cell rotor part 8b, being composed of steel or cast iron, for example.
During the operation of the pressure wave supercharger 1, the first cell rotor part ea could have a temperature of about 800 C, for example, whereas the second cell rotor part 8b has a temperature of only about 200 C. Gap 18 prevents continuous heat conduction in the direction of extent of the cell rotor 8, with the result that the cell rotor parts 8a, 8b can have widely differing temperatures. It is therefore also possible to manufacture the second cell rotor part 8b from a material of reduced heat resistance, even from a plastic, for example. A cell rotor 18 of this kind is less expensive and preferably also lighter.
Figure 5 shows another illustrative embodiment of a cell rotor 8, wherein this rotor, in contrast to the illustrative embodiment shown in figure 4, has stops 12c, 12d, which are connected in a fixed manner to the rotor 12, with the result that the maximum possible displacement of the two cell rotor parts 8a, 8b in the direction of extent of the rotor 12 is limited by the stops 12c, 12d. In one possible illustrative embodiment, the two cell rotor parts 8a, 8b could have end sections toward gap 18 which overlap one another in the direction of extent of the rotor 12 and thereby form a seal. This seal could be embodied as a labyrinth seal, for example. All the illustrative embodiments shown of cell rotors 8 which are shown herein could be embodied in this way. As an alternative, as shown in
- 18 -figure 11, a seal, in particular a labyrinth seal 26, could be arranged in the rotor casing 11.
Figure 6 shows another illustrative embodiment of a cell rotor 8, which is of at least two-part design in the direction of extent of the rotor shaft 12 and comprises a first cell rotor part 8a having a first rotor shaft section 12a and a second cell rotor part 8b having a second rotor shaft section 12b, wherein the two cell rotor parts 8a, 8b or the two rotor shaft sections 12a, 12b are connected to one another by means of a coupling 19. The two cell rotor parts 8a, 8b have a rotor gap 18. The two rotor shaft sections 12a, 12b are mounted in such a way that they can be moved relative to one another in the coupling 19, allowing a change in the temperature of the cell rotor 8 to result in a change in the gap width 18.
Figure 7 shows an illustrative embodiment of a pressure wave supercharger 1 having a cantilever-mounted cell rotor 8. In contrast to the pressure wave supercharger 1 shown in figure 1, the rotor shaft 12 in the pressure wave supercharger shown in figure 7 is supported only on the right in the first bearing 14 in the cold gas housing 6. The rotor shaft 12 is not supported at the left-hand end.
The pressure wave supercharger 1 could also be embodied in such a way that the second cell rotor part 8b and a section ha of the rotor casing 11 surrounding the second cell rotor part 8b are matched to one another in design in such a way that the second cell rotor part 8b and the surrounding section 11a form a labyrinth seal 26 with respect to one another, as shown in figure 11.
In another possible embodiment, it would be possible to dispense with cooling of the hot gas housing 7 in the pressure wave superchargers 1 shown in figures 1, 7 and
Figure 6 shows another illustrative embodiment of a cell rotor 8, which is of at least two-part design in the direction of extent of the rotor shaft 12 and comprises a first cell rotor part 8a having a first rotor shaft section 12a and a second cell rotor part 8b having a second rotor shaft section 12b, wherein the two cell rotor parts 8a, 8b or the two rotor shaft sections 12a, 12b are connected to one another by means of a coupling 19. The two cell rotor parts 8a, 8b have a rotor gap 18. The two rotor shaft sections 12a, 12b are mounted in such a way that they can be moved relative to one another in the coupling 19, allowing a change in the temperature of the cell rotor 8 to result in a change in the gap width 18.
Figure 7 shows an illustrative embodiment of a pressure wave supercharger 1 having a cantilever-mounted cell rotor 8. In contrast to the pressure wave supercharger 1 shown in figure 1, the rotor shaft 12 in the pressure wave supercharger shown in figure 7 is supported only on the right in the first bearing 14 in the cold gas housing 6. The rotor shaft 12 is not supported at the left-hand end.
The pressure wave supercharger 1 could also be embodied in such a way that the second cell rotor part 8b and a section ha of the rotor casing 11 surrounding the second cell rotor part 8b are matched to one another in design in such a way that the second cell rotor part 8b and the surrounding section 11a form a labyrinth seal 26 with respect to one another, as shown in figure 11.
In another possible embodiment, it would be possible to dispense with cooling of the hot gas housing 7 in the pressure wave superchargers 1 shown in figures 1, 7 and
- 19 -11. In such an embodiment too, there is an assurance that gap 16 can be kept small and heating of the cell rotor 8 can result in a change in the rotor gap width 18.
Figure 8 shows the end 7f of a hot gas housing 7, wherein, in succession, an inlet opening 7h and, following this, an outlet opening 7g are arranged on the end 7f, spaced apart in the circumferential direction, wherein, following this, once again, an inlet opening 7h and, following the latter, an outlet opening 7g are arranged. A pressure wave supercharger 1 comprising the hot gas housing 7 shown in figure 5 is embodied in such a way that it has a gas conduit which consists of two gas conduits arranged one above the other, as shown in figure 2.
Figure 9 shows, in a side view, another illustrative embodiment of a pressure wave supercharger 1 having a hot gas housing 7, rotor casing 11 and cold gas housing 6, wherein the hot gas housing 7 comprises a flange 71, at which the high-pressure exhaust duct 4 and the low-pressure exhaust duct 5 emerge. The rotor casing 11 has two flanges 11a, 11b, which are secured on the hot gas housing 7 and on the cold gas housing 6, respectively.
Also shown are a cooling water inlet 7i and a cooling water outlet 7k, via which cooling water exchange with the heat exchanger 7c arranged in the hot gas housing 7 takes place.
Figure 10 shows a section through figure 6 along the section line A-A. The high-pressure exhaust duct 4 and the low-pressure exhaust duct 5 are at least partially surrounded by a water jacket 7m, which is situated within the heat exchanger 7c, wherein the water is exchanged via the inlet and outlet lines 7i, 7k and is cooled outside the hot gas housing 7. The hot gas housing 7 is preferably of double-walled design in some
Figure 8 shows the end 7f of a hot gas housing 7, wherein, in succession, an inlet opening 7h and, following this, an outlet opening 7g are arranged on the end 7f, spaced apart in the circumferential direction, wherein, following this, once again, an inlet opening 7h and, following the latter, an outlet opening 7g are arranged. A pressure wave supercharger 1 comprising the hot gas housing 7 shown in figure 5 is embodied in such a way that it has a gas conduit which consists of two gas conduits arranged one above the other, as shown in figure 2.
Figure 9 shows, in a side view, another illustrative embodiment of a pressure wave supercharger 1 having a hot gas housing 7, rotor casing 11 and cold gas housing 6, wherein the hot gas housing 7 comprises a flange 71, at which the high-pressure exhaust duct 4 and the low-pressure exhaust duct 5 emerge. The rotor casing 11 has two flanges 11a, 11b, which are secured on the hot gas housing 7 and on the cold gas housing 6, respectively.
Also shown are a cooling water inlet 7i and a cooling water outlet 7k, via which cooling water exchange with the heat exchanger 7c arranged in the hot gas housing 7 takes place.
Figure 10 shows a section through figure 6 along the section line A-A. The high-pressure exhaust duct 4 and the low-pressure exhaust duct 5 are at least partially surrounded by a water jacket 7m, which is situated within the heat exchanger 7c, wherein the water is exchanged via the inlet and outlet lines 7i, 7k and is cooled outside the hot gas housing 7. The hot gas housing 7 is preferably of double-walled design in some
- 20 -section or sections in order to form the heat exchanger 7c between the spaced walls. The two outlet openings 7g and part of the cell rotor 8, arranged behind them, and the rotor cells of said rotor can furthermore be seen in figure 7.
The cooling device comprising the heat exchanger 7c can be embodied in various ways and could also be embodied as a steam circuit with heat pipes and a steam circuit involving a phase change, for example.
Figure 11 shows, in a longitudinal section, another illustrative embodiment of a pressure wave supercharger 1 having a divided, rotatably mounted cell rotor 8. The rotor casing 11 is embodied as an integral, tubular barrel casing and is connected by flanges 11a, llb to the hot gas housing 7 and the cold gas housing 6. The hot gas housing 7 is manufactured from aluminum or a light metal alloy. The rotor shaft 12 is of continuous design and is rotatably mounted in the second bearing 13 and in the first bearing 14. A collar or a stop 12c is connected in a fixed manner to the rotor shaft 12.
The first and the second cell rotor part 8a, 8b are mounted so as to be movable on the rotor shaft 12 by means of bearing parts 8h, Si. A spring 28 gives rise to a repulsive force, ensuring that the two cell rotor parts 8a, 8b rest under a preload against the collar 12c or a stop washer 29.
Figures 12 and 13 show, in a perspective view, the front side and rear side, respectively, of the cell rotor parts 8a, 8b shown in figure 11. The two cell rotor parts 8a, 8b are of identical design. The cell rotor part 8a, 8b comprises a cell rotor outer wall 8e, a cell rotor inner wall 8g and a multiplicity of cell walls 9, with the result that rotor cells 10 are formed. The cell rotor part 8a, 8b furthermore comprises a first end Sc comprising a stop 8f and an
The cooling device comprising the heat exchanger 7c can be embodied in various ways and could also be embodied as a steam circuit with heat pipes and a steam circuit involving a phase change, for example.
Figure 11 shows, in a longitudinal section, another illustrative embodiment of a pressure wave supercharger 1 having a divided, rotatably mounted cell rotor 8. The rotor casing 11 is embodied as an integral, tubular barrel casing and is connected by flanges 11a, llb to the hot gas housing 7 and the cold gas housing 6. The hot gas housing 7 is manufactured from aluminum or a light metal alloy. The rotor shaft 12 is of continuous design and is rotatably mounted in the second bearing 13 and in the first bearing 14. A collar or a stop 12c is connected in a fixed manner to the rotor shaft 12.
The first and the second cell rotor part 8a, 8b are mounted so as to be movable on the rotor shaft 12 by means of bearing parts 8h, Si. A spring 28 gives rise to a repulsive force, ensuring that the two cell rotor parts 8a, 8b rest under a preload against the collar 12c or a stop washer 29.
Figures 12 and 13 show, in a perspective view, the front side and rear side, respectively, of the cell rotor parts 8a, 8b shown in figure 11. The two cell rotor parts 8a, 8b are of identical design. The cell rotor part 8a, 8b comprises a cell rotor outer wall 8e, a cell rotor inner wall 8g and a multiplicity of cell walls 9, with the result that rotor cells 10 are formed. The cell rotor part 8a, 8b furthermore comprises a first end Sc comprising a stop 8f and an
- 21 -aperture 8k for the rotor shaft 12. The cell rotor part 8a, 8b furthermore comprises a bearing part 8h.
The two cell rotor parts 8a, 8b rest via the stop 8f against the collar 12c or against the stop washer 29, wherein these are arranged in a manner appropriate to ensure that a gap 16 with a defined gap width is obtained between the first end 8c of the first cell rotor part 8a and the end 7f of the hot gas housing 7, and wherein these are arranged in a manner appropriate to ensure that a gap 17 with a defined gap width is obtained between the second end 8d of the second cell rotor part 8b and the end 6c of the cold gas housing 6.
A change in the temperature in the pressure wave supercharger 1 thus has the effect that the width of the rotor gap 18 changes, whereas the width of gaps 16 and 17 remains constant or substantially constant, irrespective of the temperature. This is one reason why the pressure wave supercharger 1 has a high efficiency.
However, the pressure wave supercharger 1 shown in figure 11 could also be of integral design, i.e.
without a rotor gap 18, as shown in figure 1, for example.
In the hot gas housing 7, the pressure wave supercharger 1 shown in figure 11 comprises a heat exchanger 7c, which is embodied in such a way that at least the second bearing 13 can be cooled, wherein the heat exchanger 7c has cooling ducts 7d, which extend within the hot gas housing 7. The hot gas housing 7 comprises a bearing seat wall 7n, which is designed as a bearing seat 70 for the second bearing 13 on the side facing the second bearing 13, wherein the second bearing 13 is arranged in the bearing seat 70, and wherein, on the side facing away from the second bearing 13, the bearing seat wall 7n forms part of a cooling duct outer wall 7p of a cooling duct 7d of the
The two cell rotor parts 8a, 8b rest via the stop 8f against the collar 12c or against the stop washer 29, wherein these are arranged in a manner appropriate to ensure that a gap 16 with a defined gap width is obtained between the first end 8c of the first cell rotor part 8a and the end 7f of the hot gas housing 7, and wherein these are arranged in a manner appropriate to ensure that a gap 17 with a defined gap width is obtained between the second end 8d of the second cell rotor part 8b and the end 6c of the cold gas housing 6.
A change in the temperature in the pressure wave supercharger 1 thus has the effect that the width of the rotor gap 18 changes, whereas the width of gaps 16 and 17 remains constant or substantially constant, irrespective of the temperature. This is one reason why the pressure wave supercharger 1 has a high efficiency.
However, the pressure wave supercharger 1 shown in figure 11 could also be of integral design, i.e.
without a rotor gap 18, as shown in figure 1, for example.
In the hot gas housing 7, the pressure wave supercharger 1 shown in figure 11 comprises a heat exchanger 7c, which is embodied in such a way that at least the second bearing 13 can be cooled, wherein the heat exchanger 7c has cooling ducts 7d, which extend within the hot gas housing 7. The hot gas housing 7 comprises a bearing seat wall 7n, which is designed as a bearing seat 70 for the second bearing 13 on the side facing the second bearing 13, wherein the second bearing 13 is arranged in the bearing seat 70, and wherein, on the side facing away from the second bearing 13, the bearing seat wall 7n forms part of a cooling duct outer wall 7p of a cooling duct 7d of the
- 22 -heat exchanger 7c. The bearing seat wall 7n advantageously comprises an end 7q and, starting from the end 7q, a bearing section 7r in the form of a hollow cylinder, wherein the end 7q and the bearing section 7r form the bearing seat 70, and wherein both the end 7q and the bearing section 7r in the form of a hollow cylinder form part of the cooling duct outer wall 7p. This embodiment is particularly advantageous because heat flow from the hot gas housing 7 to the bearing seat 7o is greatly reduced. Introduction of heat from the second bearing 13 to the cell rotor 8 is thereby advantageously prevented. The bearing seat 7o is particularly advantageously cooled to such a great extent that heat can furthermore be dissipated from the cell rotor 8 via the second bearing 13. In this way, the cell rotor 8 can be cooled in a particularly advantageous manner.
The bearing seat wall 7n is advantageously connected via a thin portion 7s or a bridge to the remainder of the hot gas housing 7 in order to reduce heat flow from the remainder of the hot gas housing to the bearing seat wall 7n.
In an advantageous embodiment, the pressure wave supercharger 1, if it has a divided rotor 8, comprises a plurality of labyrinth seals 26, as shown by way of example and schematically in figure 11. The labyrinth seals 26 are arranged on the inside of the rotor casing 11 and on the outside of the cell rotor outer wall 8e, for example, wherein only the labyrinth seals 26 arranged on the rotor casing 11 are shown in figure 11.
The labyrinth seals 26 extend over 360 in the circumferential direction, wherein the labyrinth seals 26 are shown only at the bottom of the rotor casing 11 in figure 11, for the sake of simplicity. However, the labyrinth seals 26 would also extend at the top in the rotor casing 11. The labyrinth seal 26 is advantageously arranged at least in the region of gap
The bearing seat wall 7n is advantageously connected via a thin portion 7s or a bridge to the remainder of the hot gas housing 7 in order to reduce heat flow from the remainder of the hot gas housing to the bearing seat wall 7n.
In an advantageous embodiment, the pressure wave supercharger 1, if it has a divided rotor 8, comprises a plurality of labyrinth seals 26, as shown by way of example and schematically in figure 11. The labyrinth seals 26 are arranged on the inside of the rotor casing 11 and on the outside of the cell rotor outer wall 8e, for example, wherein only the labyrinth seals 26 arranged on the rotor casing 11 are shown in figure 11.
The labyrinth seals 26 extend over 360 in the circumferential direction, wherein the labyrinth seals 26 are shown only at the bottom of the rotor casing 11 in figure 11, for the sake of simplicity. However, the labyrinth seals 26 would also extend at the top in the rotor casing 11. The labyrinth seal 26 is advantageously arranged at least in the region of gap
- 23 -18 in order to avoid fluid escaping from the rotor cell through gap 18 in the region between gap 18 and the rotor casing 11. Two labyrinth seals 26, each extending over 360 in the circumferential direction, are 5 furthermore advantageously arranged in the end region of the cell rotor 8, as shown in figure 11, in order to avoid fluid penetrating into the gap between the cell rotor outer wall 8e and the inside of the rotor casing 11.
The heat exchanger 7c advantageously has a cooling duct 7e, which completely surrounds the high-pressure exhaust duct 4, at least along a cooling section 4b, with the result that the outer wall of the high-pressure exhaust duct 4 simultaneously forms part of the cooling duct outer wall 7p. As shown in figure 11, the thin portion 7s or the bridge particularly advantageously forms a cooling duct outer wall 7p on both sides, additionally reducing heat flow from the remainder of the hot gas housing to the bearing seat wall 7n.
The heat exchanger 7c furthermore advantageously has a cooling duct 7e, which completely surrounds the low-pressure exhaust duct 5, at least along a cooling section 5b, with the result that the outer wall of the low-pressure exhaust duct 5 simultaneously forms part of the cooling duct outer wall 7p.
In an advantageous embodiment, an oil circuit 30 comprising oil lines 30a can furthermore be provided in order to supply the first and/or the second bearing 14, 13 with oil, although the oil lines required for this purpose extending in the hot gas housing 7 and/or in the cold gas housing 6 are not shown in figure 11.
The cooling of the pressure wave supercharger 1 has the effect that said charger has a relatively low
The heat exchanger 7c advantageously has a cooling duct 7e, which completely surrounds the high-pressure exhaust duct 4, at least along a cooling section 4b, with the result that the outer wall of the high-pressure exhaust duct 4 simultaneously forms part of the cooling duct outer wall 7p. As shown in figure 11, the thin portion 7s or the bridge particularly advantageously forms a cooling duct outer wall 7p on both sides, additionally reducing heat flow from the remainder of the hot gas housing to the bearing seat wall 7n.
The heat exchanger 7c furthermore advantageously has a cooling duct 7e, which completely surrounds the low-pressure exhaust duct 5, at least along a cooling section 5b, with the result that the outer wall of the low-pressure exhaust duct 5 simultaneously forms part of the cooling duct outer wall 7p.
In an advantageous embodiment, an oil circuit 30 comprising oil lines 30a can furthermore be provided in order to supply the first and/or the second bearing 14, 13 with oil, although the oil lines required for this purpose extending in the hot gas housing 7 and/or in the cold gas housing 6 are not shown in figure 11.
The cooling of the pressure wave supercharger 1 has the effect that said charger has a relatively low
- 24 -temperature during operation. This results in the advantage that, as shown in figure 11, sealing rings 27 or 0-rings can be used for sealing between the cold housing 6 and the rotor casing 11 and/or between the hot gas housing 7 and the rotor casing 11, wherein the sealing rings 27 are composed of metal or plastic, preferably from a permanently flexible material, such as silicone. The sealing ring 27 extends over 360 degrees in the circumferential direction.
Figure 14 shows another illustrative embodiment of a cell rotor 8, which is of two-part design in the direction of extent of the rotor shaft 12 and comprises a first cell rotor part 8a having a first bearing part 8h and a second cell rotor part 8b having a second bearing part 8i, wherein the two cell rotor parts 8a, 8b and the two bearing parts 8h, 8i form a gap 18 relative to one another, with the result that the two cell rotor parts 8a, 8b are spaced apart, forming a gap 18. The rotor cells 10, which extend continuously between the first and the second end 8c, 8d, are likewise spaced apart by the gap 18 at the transition between the first and the second cell rotor part 8a, 8b, wherein the gap 18 does not hinder the fluid flow in the rotor cell 10, which extends continuously from the first to the second end Sc, 8d and is in mutual alignment in the region of gap 18. Both cell rotor parts 8a, 8b are connected to one another by the rotor shaft 12 and rotate in the same direction of rotation D. At their end sections 81, 8m, the bearing parts 8h, 8i are connected in a fixed manner to the rotor shaft 12. Heating of the cell rotor 8 has the effect that the cell rotor parts 8a, 8b expand, with the result that gap 18 decreases. Cooling of the cell rotor 8 has the effect that gap 18 increases. The embodiment shown in figure 14 has the advantage that the gap 16 between the end 7f of the hot gas housing 7 and the first cell rotor part 8a remains constant or substantially
Figure 14 shows another illustrative embodiment of a cell rotor 8, which is of two-part design in the direction of extent of the rotor shaft 12 and comprises a first cell rotor part 8a having a first bearing part 8h and a second cell rotor part 8b having a second bearing part 8i, wherein the two cell rotor parts 8a, 8b and the two bearing parts 8h, 8i form a gap 18 relative to one another, with the result that the two cell rotor parts 8a, 8b are spaced apart, forming a gap 18. The rotor cells 10, which extend continuously between the first and the second end 8c, 8d, are likewise spaced apart by the gap 18 at the transition between the first and the second cell rotor part 8a, 8b, wherein the gap 18 does not hinder the fluid flow in the rotor cell 10, which extends continuously from the first to the second end Sc, 8d and is in mutual alignment in the region of gap 18. Both cell rotor parts 8a, 8b are connected to one another by the rotor shaft 12 and rotate in the same direction of rotation D. At their end sections 81, 8m, the bearing parts 8h, 8i are connected in a fixed manner to the rotor shaft 12. Heating of the cell rotor 8 has the effect that the cell rotor parts 8a, 8b expand, with the result that gap 18 decreases. Cooling of the cell rotor 8 has the effect that gap 18 increases. The embodiment shown in figure 14 has the advantage that the gap 16 between the end 7f of the hot gas housing 7 and the first cell rotor part 8a remains constant or substantially
- 25 -constant during the operation of the pressure wave supercharger 1, irrespective of the temperature of the cell rotor part 8a, since the change in the length of the cell rotor part 8a resulting from the heating has an effect as regards the width of the gap 18. In an advantageous embodiment, the width of gap 18 in the cold state of the cell rotor 8 is 0.4 mm, wherein this width decreases during the operation of the pressure wave supercharger 1 to a value of, preferably, below 0.2 mm owing to the heating of the cell rotor 8. In a particularly advantageous embodiment, gap 18 closes completely owing to the heating. During cooling of the cell rotor 8, the gap 18 increases again up to the cold state.
The cooling of the pressure wave supercharger 1 has the effect that said charger has a relatively low temperature during operation. This results in the advantage that a sealing ring 27 can be used for sealing between the cold housing 6 and the rotor casing 11 and/or between the hot gas housing 7 and the rotor casing 11, wherein the sealing rings 27 are composed of metal or plastic.
It may furthermore prove advantageous to arrange an additional heat exchanger in order to cool a high-pressure exhaust feed line, wherein the high-pressure exhaust feed line is arranged upstream of the high-pressure exhaust duct 4 in the exhaust gas flow direction.
In the illustrative embodiments shown, the cell rotor 8 according to the invention is shown in combination with a cooled hot gas housing 7. However, the cell rotor 8 according to the invention is also suitable for a pressure wave supercharger 1 which does not have a cooled hot gas housing 7.
The cooling of the pressure wave supercharger 1 has the effect that said charger has a relatively low temperature during operation. This results in the advantage that a sealing ring 27 can be used for sealing between the cold housing 6 and the rotor casing 11 and/or between the hot gas housing 7 and the rotor casing 11, wherein the sealing rings 27 are composed of metal or plastic.
It may furthermore prove advantageous to arrange an additional heat exchanger in order to cool a high-pressure exhaust feed line, wherein the high-pressure exhaust feed line is arranged upstream of the high-pressure exhaust duct 4 in the exhaust gas flow direction.
In the illustrative embodiments shown, the cell rotor 8 according to the invention is shown in combination with a cooled hot gas housing 7. However, the cell rotor 8 according to the invention is also suitable for a pressure wave supercharger 1 which does not have a cooled hot gas housing 7.
- 26 -In an illustrative method, the exhaust gas temperature emerges from the gasoline engine at about 105000, is cooled in the high-pressure exhaust duct 4 and enters the cell rotor at about 850 C. The cell rotor is furthermore cooled by the entering fresh air 2a, which is at about 20 C, with the result that the first cell rotor part 8a has a temperature of about 450 C and the second cell rotor part 8b has a temperature of about 200 C.
Claims (16)
1. A pressure wave supercharger for compressing fresh air for an internal combustion engine, the pressure wave surcharger comprising a cold gas housing, a hot gas housing, and a rotor casing, which is arranged therebetween, wherein a rotatable cell rotor has a direction of extent and is arranged within the rotor casing, wherein the cell rotor has a plurality of rotors cells, which extend in the direction of extent of the cell rotor and form a fluidic connection, and wherein the hot gas housing comprises a high-pressure exhaust duct and a low-pressure exhaust duct, and wherein the cold gas housing comprises a fresh air duct and a charge air duct, and wherein the high-pressure exhaust duct, the low-pressure exhaust duct, the fresh air duct and the charge air duct are fluidically connected to the cell rotor, wherein the cold gas housing comprises a cell rotor bearing, wherein the cell rotor is connected to a rotor shaft having a direction of extent, wherein the rotor shaft is mounted in the cell rotor bearing, and wherein the cell rotor is divided in the direction of extent of the rotor shaft and comprises at least one first cell rotor part and one second cell rotor part, wherein the first and the second cell rotor parts are spaced apart in the direction of extent of the rotor shaft, forming a gap, and wherein the gap is open, with the result that, from the first cell rotor part to the second cell rotor part, successive rotor cells in the direction of extent of the rotor shaft are fluidically connected to one another via the open gap.
2. The pressure wave supercharger as claimed in claim 1, wherein the open gap has a width of at most 0.5 mm.
3. The pressure wave supercharger as claimed in claim 1 or 2, wherein the cell rotor is divided in a center in the direction of extent of the rotor shaft.
4. The pressure wave supercharger as claimed in any one of claims 1 to 3, wherein the hot gas housing comprises a second cell rotor bearing, and wherein the rotor shaft of the cell rotor is supported both in the first cell rotor bearing in the cold housing and in the second cell rotor bearing in the hot gas housing.
5. The pressure wave supercharger as claimed in any one of claims 1 to 4, wherein at least one of the first cell rotor part and the second cell rotor part is connected in a fixed manner to the rotor shaft.
6. The pressure wave supercharger as claimed in any one of claims 1 to 4, wherein the first cell rotor part and the second cell rotor part are arranged on the rotor shaft in such a way as to be movable in the direction of extent of the rotor shaft.
7. The pressure wave supercharger as claimed in any one of claims 1 to 6, wherein a spring, which produces a mutually repulsive force on the first and second cell rotor parts, is arranged between the first and the second cell rotor part.
8. The pressure wave supercharger as claimed in any one of claims 1 to 7, wherein a stop is connected in a fixed manner to the rotor shaft, on which the first cell rotor part abuts in order to ensure a defined gap width between an end of the hot gas housing and a first end of the first cell rotor part.
9. The pressure wave supercharger as claimed in any one of claims 1 to 8, wherein the cell rotor comprises a multiplicity of cell rotor parts, which are arranged in succession in the direction of extent of the rotor shaft, wherein the multiplicity is in a range of between 3 and 30.
10. The pressure wave supercharger as claimed in any one of claims 1 to 9, wherein the first cell rotor part and the second cell rotor part are made from different materials, wherein the material of the first cell rotor part has a higher heat resistance than the material of the second cell rotor part.
11. The pressure wave supercharger as claimed in claim 10, wherein the first cell rotor part is composed of a heat-resistant steel of high hot strength.
12. The pressure wave supercharger as claimed in claim 10 or 11, wherein the second cell rotor part is composed of a plastic.
13. The pressure wave supercharger as claimed in any one of claims 1 to 12, wherein the first cell rotor part and the second cell rotor part are arranged in succession in the direction of extent of the rotor shaft and have a transition point, and wherein a labyrinth seal is arranged at the transition point.
14. The pressure wave supercharger as claimed in any one of claims 1 to 11, wherein the first cell rotor part and the second cell rotor part are arranged in succession in the direction of extent of the rotor shaft, and wherein the second cell rotor part and a section of the rotor casing surrounding the second cell rotor part are matched to one another in design in such a way that the second cell rotor part and the surrounding section form a labyrinth seal with respect to one another.
15. The pressure wave supercharger as claimed in any one of claims 1 to 14, wherein the hot gas housing comprises a heat exchanger, and wherein the heat exchanger is designed in such a way that the high-pressure exhaust duct is coolable.
16. The pressure wave supercharger as claimed in claim 14, wherein the heat exchanger is designed in such a way that the second cell rotor bearing is cooled first, followed by the high-pressure exhaust duct.
Applications Claiming Priority (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| EP14178435.5A EP2977586B1 (en) | 2014-07-24 | 2014-07-24 | Method for operating pressure wave charger and pressure wave charger |
| EP14178435.5 | 2014-07-24 | ||
| EP14180557.2A EP2977587A1 (en) | 2014-07-24 | 2014-08-11 | Pressure wave supercharger |
| EP14180557.2 | 2014-08-11 | ||
| PCT/EP2015/066983 WO2016012585A1 (en) | 2014-07-24 | 2015-07-24 | Pressure wave supercharger |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2954083A1 CA2954083A1 (en) | 2016-01-28 |
| CA2954083C true CA2954083C (en) | 2021-01-19 |
Family
ID=51228319
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2954079A Active CA2954079C (en) | 2014-07-24 | 2015-07-24 | Pressure wave supercharger and method for operating a pressure wave supercharger |
| CA2954083A Active CA2954083C (en) | 2014-07-24 | 2015-07-24 | Pressure wave supercharger |
Family Applications Before (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2954079A Active CA2954079C (en) | 2014-07-24 | 2015-07-24 | Pressure wave supercharger and method for operating a pressure wave supercharger |
Country Status (12)
| Country | Link |
|---|---|
| US (2) | US10400664B2 (en) |
| EP (4) | EP2977586B1 (en) |
| JP (2) | JP6758580B2 (en) |
| KR (2) | KR102341195B1 (en) |
| CN (2) | CN107076010B (en) |
| BR (1) | BR112017000919B1 (en) |
| CA (2) | CA2954079C (en) |
| ES (3) | ES2683422T3 (en) |
| MX (2) | MX2017000574A (en) |
| PL (3) | PL2977586T3 (en) |
| RU (2) | RU2682463C2 (en) |
| WO (2) | WO2016012585A1 (en) |
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| DE102022209529B4 (en) | 2022-09-13 | 2024-04-25 | Dkt Verwaltungs-Gmbh | Pre-chamber element, ignition device and method for assembling an ignition device |
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2014
- 2014-07-24 PL PL14178435T patent/PL2977586T3/en unknown
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2015
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